Automatic controlling means for submarine vessels.



H. W. SHONNARD.

AUTOMATIG CONTROLLING MEANS FOR SUBMABINE VESSELS.

{APPLICATION FILED IEEIB.5, 1909. 1,022,706. Patented Apr. 9, 1912.

3 SHEETS-SHEET 1.

\.0LUMBIA PLANoGlAPn CO.,WASHINGTDN, D. c.

H. W. SHONNARD.

AUTOMATIC CONTROLLING MEANS FOR SUBMARINE VESSELS.

APPLICATION FILED FEB.5, 1909.

1,022,706. Patented Apr.9,1912.

3 SHEETS-SHEET 2.

514 012 mica @511 61 tom v21 COLUMBIA PLANOGRAPH O0" WASHINlrroN, IL c.

H. W. SHONNARD.

AUTOMATIC CONTROLLING MEANS FOR SUBMARINE VESSELS.

APPLICATION FILED 21m, 1909.

1,022,706. Patented A r. 9,1912.v

3 SHEETS-SHEET 3.

5 woe wioz COLUMBIA PLANGGRAPH co.,w,\sHlNGToN, D. c.

II TED STA ES TEN FIQ.

AUTOMATIC CONTROLLING MEANS FOR SUBMARINE VESSELS.

Application filed February 5, 1909.

T0 aZZ whom it may concern:

Be it known that I, HAROLD WV. SHON- xnno, a citizen of the UnitedStates, residing in East Orange, county of Essex, and State of NewJersey, have invented a certain new and useful Improvement in AutomaticControlling Means for Submarine Vessels, of which the following is aspecification.

The present invention has relation to improved means whereby the motionsof a submarine vessel and particularly of self driven torpedoes may becontrolled in the vertical plane both as to depth automatically reachedand preserved, and as to the inclination of the vessel in its travelfrom one depth to another. v

In the following specification this invention will be described withrelation to self driven submarine torpedoes particularly; but it is tobe understood that the invention applies to all forms of submarinevessels wherein its application may be desirable.

Self driven submarine torpedoes have been hitherto provided with meanswhereby they are automatically brought to a predetermined depth afterthey leave the gun or tube from which they are fired and these meanscommonly comprise appropriate steering mechanism and adjustablecliaphragms or other devices sensitive to external hydrostatic pressurewhereby the position of the steering mechanism which determines theinclination of the vessel in the vertical plane is made dependent uponthe position of such diaphra gm or equivalent device. The sensitivedevice having been adjusted so as to bring the rudder to a mean orinoperative position only when subject to a predetermined pressure, itis clear that when the vessel has reached the depth which corresponds tosuch predetermined pressure, the steering mechanism occupies suchposition as to insure movement of the vessel substantially in ahorizontal line. Devices of this character, if used without control,will produce such prompt and extreme action of the steering mechanism asto cause an excessive inclination of the submarine vessel in thevertical plane, generally downward at the start of the torpedo. Thiscauses the torpedo to dive too rapidly and (if the water is deep enoughso that bottom is not struck before the mechanism can recover itself)the sensitive diaphragm, responding to the excessive pressure to whichit is promptly subjected, instantly reverses the action of the steeringSpecification of Letters Patent.

Patented Apr. 9, 1912.

Serial No. 476,204.

mechanism with equal violence, causing the torpedo to assume an extremevertical inclination in the opposite direction. These conditionsobviously produce alternately downward and upward diving appropriatelytermed porpoising. In order to prevent this violent action of thesteering mechanism with consequent porpoising, governing devices havebeen commonly employed depending upon the controlling action of apendulum within the vessel, by the departure of which one way or theother from its normal position at right angles to the axis of thevessel, the operation of the sensitive diaphragm or equivalent deviceupon the steering mechanism may be limited or moderated. Greatdifficulty has been experienced in the practical use of these governingpendulums, principally for the reason that, when the torpedo is firststarted, the inertia of the pendulum, if uncontrolled, produces a suddenand extreme deviation from the normal position whereby the action of thependulum would serve to throw the torpedo violently out of line andwould render the automatic depth controlling device practically uselessso long as this condition continues.

In order to prevent the disturbing effect of inertia above mention-ed,locking devices have commonly been employed which are intended to freethe pendulum after uniform speed has been reached and soon enough toprevent the violent porpoising first above described. It has been foundextremely difiicult in practice to so adjust the action of these lockingdevices that the pendulum is freed with certainty at just the propertime; and, largely on account of this difiiculty, the initial action ofself driven torpedoes has hitherto been unreliable in a large percent--age of cases.

It is the object of the present invention to provide means whereby atorpedo may be brought promptly and certainly to the required dept-hwithout danger of the occurrence of any of the disadvantageous resultsabove set forth and for this purpose I provide a system in which thevertical inclination of the moving torpedo or other sub marine vessel iscontrolled independently of its depth by means sensitive to hydrostaticpressure; thereby eliminating the difficulties incident to inertia.during changes of speed in the vessel. I believe it to be new to achievethese results by hydrostatically controlled means cooperating eithermechanihave claimed my invention broadly from this point of view.

More specifically stated, my improved apparatus comprises the use of twodevices sensitive to external hydrostatic pressure placed one forward ofthe other and so related mechanically or eleotro-mechanically with thedepth-controlling apparatus that the operation of this latter apparatusis modified by the relative condition due to individual hydrostaticpressures on the two sensitive devices above mentioned. This relativecondition of pressure is of course a function of the verticalinclination of the torpedo and, in order to make the apparatus moresensitive, the two cooperating devices above mentioned are placed as farapart as possible with relation to their distances fore and aft. At thesame time it is to be understood that I am not to be limited to anyparticular distances apart of these devices, and, although I have shownthem in the drawing as placed on opposite sides of the depth controllingdiaphragm, this is not essential to the invent-ion.

My invention is shown in an illustrative form in the accompanyingdrawing wherein Figure 1 is a sectional view of a portion of the torpedoshowing my invention, and omitting all irrelevant apparatus, Figs. 2, 3,at and 5 are diagrammatic sections on a smaller scale showing theinclinations produced in a self propelled torpedo under differentconditions hereinafter described, and Fig. 6 is a view similar to Fig. 1showing a modified form of the invention.

In Fig. l I have indicated the outer shell of the torpedo at 10 and oneform of well known steering mechanism is shown at 11, which indicatesthe ordinary rudder mounted upon a horizontal shaft 12 and controlled bya lever 13. This lever is actuated in one direction or the other bymeans of the pressure engine let of a well known character whose pistonrod 15 transmits motion to the lever 13 through the connecting rod 16.

The movements of the piston rod 15 are controlled in a well known mannerby a valve stem 17 which is moved by a system of pivoted levers 18, 19and 20 pivotally connected with the pressure diaphragm 21 located withinan appropriate cavity or depression 22 in the top of the torpedo. Theaction of the diaphragm 21 is adjusted with respect to the particulardepth to which it is desired to bring the torpedo by means of a pressurespring 23 whose pressure may be adjusted by means of the nut 2e movingon the screw 25. The beveled gear wheel 26 is fixed on the extreme endof the screw 25 and can be turned by means of a beveled pinion 27 whoseshaft has a squared end 28' scribed or its equivalent may be limited andcontrolled for the purposes set forth at the beginning of thisspecification. In the form shown in Fig. 1, I use for this purpose twodevices sensitive to external hydrostatic pressure placed one before theother, and as shown in the drawings, these devices preferably take theform of two sensitive diaphragms 29 and 30 located within appropriatecavities or depressions, 31, 32 at the top of the torpedo shell. Thisspecific location is, of course, not essential to the spirit of myinvention. The diaphragms 29 and 30 are respectively pivotally connectedto two bell crank levers 33 and 34, the shorter arms of which projectinto the interior of the vessel and are respectively pivotally connectedto the opposite ends of the connecting bar 35, so that any motion of oneof the diaphragms 29, 30 is accompanied by corresponding opposite motionof the other diaphragm.

In order that the scope of operation of the diaphragms 29,30 and theirassociated mechanism may be limited and that their controlling effectmay not come into play too promptly the regulating spring 36 isemployed. This spring surrounds the bar 35 and its two ends abut uponflanges 37 38,

which press upon sleeves 39 and 40 adjustv ably secured upon the bar 35.The action of this spring is hereinafter described.

The lever 19 belonging to the system of levers above mentioned ispivoted at one end to the bar 35 as shown at 41 while its other end ispivoted at 42 to the connecting rod 18 which is in turn pivoted to thevalve rod 17.

The operation of my improved apparatus may be understood by thefollowing description taken in connection with Figs. 2 to 7 torpedoenters the water, it plunges at once below the firing depth intended tobe secured indicated by the line e3. This depresses the diaphragm 21 andthrows the rudder 11 to an extreme posit-ion opposite to that occupiedat first and, as shown in F ig'. 3, the torpedo (unless properlycontrolled) will assume extreme upward inclination. This state of thingsis prevented by my improvement, owing to the fact that, as soon as thetorpedo enters the water and before the rudder 11 has time to produce anexcessive downward inclination, a difference of hydrostatic pressures isset up in the diaphragms 29, 30 due to their difference of level wherebythey assume the relative position shown in Fig. l. The effect of this isthat the pivotal point 41 at which the lever 19 is secured to bar 35moves aft, and this movement tends to counteract the steering effect ofthe principal diaphragm 21, thus bringing the rudder 11 into some suchposition as shown in Fig. 4. The resultof this action is that thetorpedo will assume a slighter inclination as indicated by the relativeposition shown in Figs. 2 and d, and the torpedo will not dive so farbelow the firing level. At the same time, when it has gone below thefiring level its return will not be sudden but, owing to the reversedifference of hydrostatic pressure on the diaphragms 29, 30, thesteering eflect of the main diaphragm 21 is again modified and therudder 11 is forced to assume a moderate deflection whereby the torpedoreturns at a small angle to the firing level.

The angles of inclinations shown in Figs. at and 5 are greater thanthose which would be permitted in practice, and this excess ofinclination is resorted to for greater clearness in the drawing.

It is obvious that unless some regulation of the action of thediaphragms 29, 30 were introduced the slightest deviation from thehorizontal position would produce corresponding movement of the pivotalpoint ll, and the principal or depth controlling diaphragm 21 would berendered useless. It is therefore necessary to introduce an elementwhereby a certain motion of deflection is permitted before thediaphragms 29, 30 are allowed to come into operation. This is thepurpose of the regulating spring 36 whose tension can be adjusted byproperly placing the adjustable sleeves 39 and 40.

The spring is located within a suitable casing at through the ends ofwhich the sleeves 39 and 40 are permitted to come into contact with theflanges 37 and 38, while the flanges themselves impinge upon the ends ofthe casing and cannot be forced out of it. It is clear that so long asthe difference of pressures on the two diaphragms 29, 30 does not exceedthe pressure of the spring 36 there can be no movement of the bar 35.

As soon, however, as the pressure upon one of the diaphragms 29, 3Oexceeds that of the other, by an amount slightly greater than thepressure of the spring 36, this spring will be compressed between thetwo flanges 37, 38 by virtue of a thrust upon one or the other flange byone of the sleeves 39, or 40, and thus the bar 35 will be allowed tomove. The spring 36 can therefore be so adjusted as to prevent operationof the controlling diaphragms 29 and 30 for any inclination of thevessel less than a predetermined an gle, say about three degrees.

My invention covers broadly any hydrostatic means for modifying theaction of the depth-controlling diaphragm or its equivalent, and in Fig.6 I have shown a modified form of the invention in which the equivalentof the bar 35 is operated by a single diaphragm moved by differences ofpressures on its opposite sides.

In Fig. 6 a casing 1-? is shown wherein is mounted a flexible diaphragm4:5 or equivalent movable device, to the opposite sides of whichhydrostatic pressures from the two points 16 and at on the torpedo shellare transmitted through the tubes 48 and 49. A bar 50 passes throughstutling boxes on the two sides of the casing dat which bar may be madein two parts or in one piece, and is fixed to the diaphragm 45 or itsequivalent. This bar takes the place of the bar 35 and, like the latter,is pivoted to the lever 19, as shown, to afford a movable fulcrumtherefor. The spring 36 controls the movement of the bar 50substantially as described in connection with Fig. 1 and the bar 35, andfor the same purpose. It will be seen that this arrangement produces thesame control or modification of the vertical steering apparatus asalready described, and a that this control depends, as in the form shownin Fig. 1, upon the diflerence between the hydrostatic pressuresexisting on different points on the torpedo shell. In order to excludedirt from the tubes 48, as, I prefer to shield the openings at 4:6 and4:7 with flexible diaphragms, as shown, and to keep the tubes and thespaces under the diaphragms full of a suitable liquid. This arrangementis not, however, essential to this form of my invention.

It will, of course, be understood that where the term diaphragm is usedin my claims it is intended to cover any equivalent device or structure.

Many changes may be made in the construction of the various parts, andin the arrangement of my device without departing from the scope of myinvention, and I do not limit myself to the details herein shown anddescribed.

lVhat I claim is 1. In a submarine vessel, automatic means for steeringthe vessel toward a predetermined level, hydrostatic diaphragmsadditional to said means so arranged as to be subjected to pressure ofthe sea, and mechanical connecting and controlling devices connectingsaid diaphragms with said first named automatic means, substantially asdescribed.

2. In a self-propelled submarine vessel, automatic means capable ofmovementin two directions for steering the vessel upward or downwardrespectively toward a predetermined level, means for limiting theeffective action of said first named means in both directions,hydrostatic diaphragms arranged to be subjected to pressure of the sea,and operative connections between said diaphragms and said limitingmeans, substantially as described.

3. Means for automatically controlling the vertical angle of inclinationof a submarine vessel, comprisin in combination appropriate steeringapparatus, and means responsive to dilTer-ences of hydrostatic pressureexisting at diiterent portions of 'the vessel due to its verticalinclination, for controlling the operation of said steering apparatus,substantially as described.

4. Means for automatically controlling the vertical angle of inclinationof a submarine vessel, comprising in combination appropriate steeringapparatus, motor mechanism operating the same, and means responsive todifferences of hydrostatic pressure existing at different portions ofthe vessel due to its vertical inclination, for control ling theoperation of said motor mechanism, substantially as described.

Means for automatically controlling the vertical angle of inclination ofa submarine vessel comprising in combination appropriate steeringapparatus, two devices sensitive to external hydrostatic pressure placedone forward of the other and adapted to respond to all pressures towhich they are subjected, and means whereby the relative condition ofsaid sensitive devices, is made to control the operation of saidsteering apparatus, substantially as described.

6. Means for automatically controlling the vertical angle of inclinationof a submarine vessel comprising in combination appropriate steeringapparatus, two devices sensitive to external hydrostatic pressure placedone forward of the other and adapted to respond to all pressures towhich they are subjected, motor mechanism for operating said steeringapparatus, and means whereby the relative condition of said sensitivedevices is made to control said motor mechanism, substantially asdescribed.

7. Means for automatically controlling the vertical angle of inclinationof av submarine vessel, comprising in combination appropriate steeringapparatus, two devices sensitive to external hydrostatic pressure placedone forward of the other, means whereby the relative condition of saidsensitive devices is made to control the operation of said steeringapparatus at all depths, and a regulator limiting the scope of operationof said last named means, substantially as described.

8. Means for automatically controlling the vertical angle of inclinationof a submarine vessel, comprising in combination appropriate steeringapparatus, two devices sensitive to external hydrostatic pressure placedone forward of the other, means connecting said devices to insure theirequal and opposite action, and means whereby the relative condition ofsaid sensitive devices is made to control the operation of said steeringapparatus, substantially as described.

9. Means for automatically controlling the movements of a submarinevessel as to depth and vertical inclination, comprising in combinationappropriate steering apparatus, hydrostatic means operatively connectedwith said steering apparatus for regulating the depth atwhich the vesselshall travel, and hydrostatic means for modifying the effect of saidfirst named means upon the steering apparatus and preventing excessivevertical inclination of the vessel, substantially as described.

10. Means for automatically controlling the movements of a submarinevessel as to depth and vertical inclination comprising in combinationappropriate steering apparatus, a motor mechanism for operating thesame,

hydrostatic means operatively connected combination appropriate steeringapparatus,

a depth-controlling device sensitive to external hydrostatic pressureand operatively connected with said steering apparatus, and 7 meansresponsive to differences of hydrostatic pressure existing at differentportions of the vessel due to 1ts vertical inclination,

device upon the steering apparatus and controlling the degree ofvertical inclination of V the vessel, substantially as described.

12. Means for automatically controlling the movements of a submarinevessel as to depth and vertical inclination comprising in combinationappropriate steering apparatus, hydrostatic means operatively connectedwith said steering apparatus for regulating the depth at which thevessel shall travel,

for modifying the effect of said first named 1 hydrostatic means formodifying the eifect of said first named means upon the steeringapparatus and controlling the degree of vertical inclination of thevessel, and a regulator for limiting the action of said last namedmeans, substantially as described.

13. Means for automatically controlling the movement of a submarinevessel as to depth and vertical inclination comprising in combinationappropriate steering apparatus, a depth-controlling device sensitive toexternal hydrostatic pressure and operatively connected with saidsteering apparatus, and two additional devices sensitive to externalhydrostatic pressure placed one forward of the other and operativelyconnected to said depth-controlling device and to said steeringapparatus, substantially as described.

14:. Means for automatically controlling the movement of a submarinevessel as to depth and vertical inclination, comprising in combinationappropriate steering apparatus, a depth-controlling device sensitive toexternal hydrostatic pressure and operatively connected with saidsteering apparatus, two additional devices sensitive to externalhydrostatic pressure placed one forward of the other and operatively connected to said depth-controlling device and to said steering apparatus,and a regulator limiting the scope of operation of said last namedmeans, substantially as described.

15. Means for automatically controlling the vertical angle ofinclination of a submarine vessel comprising in combination appropriatesteering apparatus, two diaphragms exposed to external hydrostaticpressure placed one before the other and so connected as to movetogether in opposition, and means connecting said diaphragms operativelywith said steering apparatus, substantially as described.

16. Means for automatically controlling the vertical angle ofinclination of a sub marine vessel comprising in combination appropriatesteering apparatus, two diaphragms exposed to external hydrostaticpressure placed one before the other and so connected as to movetogether in opposition, means connecting said diaphragms operatively:with said steering apparatus, and a regulator to limit the action ofboth of said diaphragms, substantially as described.

17. Means for automatically controlling the vertical angle ofinclination of a submarine vessel comprising in combination appropriatesteering apparatus, two diaphragms exposed to external hydrostaticpressure and adapted to respond to all pressures to which they aresubjected, a bar connecting said diaphragms, and operative connectingmeans between said bar and said steering apparatus, substantially asdescribed.

18. Means for automatically controlling the vertical angle ofinclination of a submarine vessel comprising in combination appropriatesteering apparatus, two diaphragms exposed to external hydrostaticpressure and adapted to respond to all pressures to which they aresubjected, operative connecting means between said diaphragms and saidsteering apparatus, and a spring arranged to prevent movement of saidconnecting means under the influence of a motive pressure less than apredetermined minimum, substantially as described.

19. Means for automatically controlling the vertical inclination of asubmarine vessel comprising in combination appropriate steeringapparatus, two diaphragms exposed to external hydrostatic pressure, abar connecting said diaphragms, a spring arranged to be compressed bymovement of said bar in either direction, and operative connecting meansbetween said bar and said steering apparatus, substantially asdescribed.

20. Means for automatically controlling the vertical inclinationofasubmarine vessel comp-rising in combination appropriate steer ingapparatus, a motor mechanism for operating the same, two diaphragmsexposed to external hydrostatic pressure, a bar connecting saiddiaphragms, a spring arranged to be compressed by movement of said barin either direction, and operative connecting means between said bar andsaid motor mechanism, substantially as described.

21. Means for automatically controlling the vertical inclination of asubmarine vessel comprising in combination appropriate steeringmechanism, two diaphragms exposed to external hydrostatic pressure, abar connecting said diaphragms, a coil spring surrounding said bar,fixed abutments for the two ends of said spring, means on said bar forexerting pressure on the two ends of said spring, and operativeconnecting means between said bar and said steering apparatus,substantially as described.

22. Means for automatically controlling a submarine vessel as to depthand vertical inclination comprising in combination appropriate steeringapparatus, a depth-controlling diaphragm, operative connecting meansbetween said diaphragm and said steering apparatus, two additionaldiaphragms exposed to external hydrostatic pressure, and operativeconnecting means between said last named diaphragms and said first namedconnecting means whereby the effect of said depth controlling diaphragmis modified and controlled, substantially as described.

23. Means for automatically controlling a submarine vessel as to depthand vertical inclination comprising in combination appropriate steeringapparatus, a depth-controlling diaphragm, operative connecting meansbetween said diaphragm and said steering apparatus, two additionaldiaphragms exposed to external hydrostatic pressure, operativeconnecting means between said last,

named diaphragms and said first named connecting means, and a regulatorarranged to limit the action of said last named diaphragms,substantially as described.

24. Means for automatically controlling a submarine vessel as to depthand vertical inclination comprising in combination appropriate steeringapparatus, a lever, controlling said steering apparatus, adepth-controlling diaphragm connected to said lever for operation of thesame, a movable ful crum for said lever, and means sensitive todifferences of external hydrostatic pressure at diiierent portions ofthe vessel for controlling the position of said movable fulcrum,substantially as described.

25. Means for automatically controlling a submarine vessel as to depthand vertical inclination comprising in combination appro priate steeringapparatus, a lever controlling said steering apparatus,abar on whichsaid lever is fulcrumed, two diaphragms exposed to external hydrostaticpressures, set

one forward of the other and operatively connected to said bar, and adepth-control ing spring operatively connected to said bar,

and a depth-controlling diaphragm, operatively connected to said lever,substantially as described.

HAROLD w. SHONN'ARD.

Vitnesses EDW. F. CHANDLER, JOSEPH B. MCCANN.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

